Vehicle power system

ABSTRACT

A vehicle may include an electric machine, a traction battery, and a solar panel array. The vehicle may further include circuitry electrically connected with the battery and array. The circuitry may include at least one switch configured to close when activated by a calibrated maximum holding power to permit energy to flow from the array to the battery.

BACKGROUND

Alternatively powered vehicles such as hybrid electric vehicles, plug-inhybrid electric vehicles and battery electric vehicles may use anelectric machine to convert energy stored in a high-voltage battery tomotive power. For hybrid electric vehicles, the high-voltage battery maystore energy converted by an internal combustion engine or captured fromregenerative braking events. The high-voltage battery of plug-in hybridelectric vehicles may additionally store energy received from a utilitygrid. Likewise, the high-voltage battery of battery electric vehiclesmay store energy received from a utility grid.

Certain of the above energy sources may have a cost associated withthem. An internal combustion engine of a hybrid electric vehicle, forexample, may burn gasoline to convert energy for storage by thehigh-voltage battery. This gasoline, of course, must be purchased.Utility grids likewise charge for the electric power they supply. Theenergy captured from regenerative braking events, in contrast, does nothave such a direct cost. In a sense, it is free energy. It may thus bedesirable to charge a high-voltage battery of an alternatively poweredvehicle with energy that does not impose a direct cost on the driver.

SUMMARY

A power system for a vehicle may include a traction battery, an electricmachine configured to convert electrical energy from the tractionbattery to mechanical energy to move the vehicle, and a plurality ofswitches configured to electrically connect the battery and machine whenclosed. The system may further include power source output terminals andanother plurality of switches configured to electrically connect thebattery and output terminals when closed. Other arrangements andconfigurations are also described herein.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of an embodiment of a power system of analternatively powered vehicle.

FIG. 2 is a schematic diagram of the solar panel array of FIG. 1.

FIG. 3 is a schematic diagram of the power system of FIG. 1.

DETAILED DESCRIPTION

Solar energy may be captured via solar cells and used to charge ahigh-voltage battery of and alternatively powered vehicle. Typically,solar cells having a low voltage output are arranged in a strategiclocation on a vehicle's exterior. The solar cells are electricallyconnected with a DC/DC boost converter that boosts the voltage output bythe solar cells to a level near that of the high-voltage battery to becharged. A high-voltage bus electrically connects the DC/DC boostconverter and high-voltage battery.

DC/DC boost converters may be inefficient. Substantial portions of theenergy captured via the solar cells may thus be lost as heat during theboosting process. Relatively speaking, solar cells may only capturesmall amounts of energy. Losses of this energy during the boostingprocess may make charging the high-voltage battery with solar energyimpractical.

The electrical connection of a high-voltage battery of an alternativelypowered vehicle and an electric machine may be facilitated by a set ofcontactors (main contactors). That is, these contactors may be closed toestablish the electrical connection. Main contactors are typically sizedto handle, relatively speaking, large amounts of current (e.g., 100+A).

Typically, solar cells of an alternatively powered vehicle areelectrically connected with the vehicle's high-voltage battery via themain contactors. Because of the main contactors' size, a substantialamount of energy (e.g., 12 W holding/steady state, 240 W peak) may berequired to close the main contactors relative to the amount of energycaptured via the solar cells. So much so, that it may make charging thehigh-voltage battery with solar energy impractical.

Certain embodiments disclosed herein may provide a solar panel arraythat may be electrically connected with a high-voltage battery. Thesolar panel array's output voltage may be such that a DC/DC boostconverter may not be needed to boost the solar panel array's output inorder to trickle charge the high-voltage battery. As an example, anarray may have an output voltage of at least 200 V at a standard solarirradiance of 1000 W/m². Hence, less energy may be lost as heat in suchconfigurations relative to those including a DC/DC boost converter.

Certain embodiments disclosed herein may provide an electricalinfrastructure to electrically connect a solar panel array with ahigh-voltage battery. This electrical infrastructure may require lessenergy to establish the electrical connection between the array andbattery as compared with arrangements where main contactors are closedto establish the connection. A separate (smaller) set ofswitches/contactors/relays, as an example, may be closed to electricallyconnect the array and battery. More energy, as a result, may be used tocharge the battery.

Referring to FIG. 1, an alternatively powered vehicle 10 may include ahigh voltage traction battery 12 (e.g., 200+V at 70% SOC), electricmachine 14 (e.g., motor, generator, inventors, etc.), contactors 16(main contactors), traction battery control module (TBCM) 18 and otherpowertrain components 20 (e.g., engine, transmission, etc.) The tractionbattery 12 and electric machine 14 are electrically connected with thecontactors 16. When appropriately closed by the TBCM 18 as discussedbelow, the contactors 16 permit energy to flow between the tractionbattery 12 and electric machine 14.

The electric machine 14 and powertrain components 20 are mechanicallyconnected. As such, the electric machine 14 may convert electricalenergy from the traction battery 12 to mechanical energy for thepowertrain components 20 and visa versa.

The vehicle 10 may further include a high voltage solar panel array 22,output terminals 23 (FIG. 3), solar panel array activation system 24,multiple power point tracker (MPPT) 26, and solar cell controller (SCC)28. The solar panel array 22, MPPT 26 and SCC 28 are electricallyconnected with the output terminals 23. The SCC 28 may be a separatecontroller or integrated within a vehicle system controller, hybridcontrol module unit, or powertrain control module, etc. As discussed inmore detail below, the activation system 24 and MPPT 26, under thecontrol of the SCC 28, permit energy from the solar panel array 22 tocharge the traction battery 12 without having to close any of thecontactors 16. Of course, other arrangements are also possible.

In the embodiment of FIG. 1, the solar panel array 22 includes aplurality of relatively small (e.g., 50 mm×120 mm) solar cells 30 n (30a, 30 b, etc.) electrically connected in series. Each of the cells 30 nhas an effective V_(cell) (e.g., of about 0.5 V at a standard solarirradiance of 1000 W/m2) and low current (e.g., 150 mA—note that currentdepends on cell area) output. The cells 30 n are of sufficient numbersuch that their collective output, at a standard solar irradiance of1000 W/m2, is, for example, at least equal to the voltage of thetraction battery 16 at 70% SOC (e.g., 200 V). This arrangement permitsthe solar panel array 22 to be directly electrically connected to thetraction battery 12 (whether or not a MPPT is used).

The MPPT 26 of FIG. 1 may be used to operate the solar panel array 22 atits peak efficiency in any suitable known fashion. In the embodiment ofFIG. 1 for example, the MPPT 26 is a high efficiency DC/DC buckconverter that may extract maximum power from the solar panel array 22.Other suitable/known MPPT configurations, however, are also possible.

The number, n, of cells 30 n may be determined based on the followingequation

$\begin{matrix}{n = \frac{N_{HVBatCells}\left( {V_{{HVBatCEllOCV}@{HiSOC}} + {\Delta \; V_{{HVBatCell}@{HiSOC}}}} \right)}{V_{i}}} & (1)\end{matrix}$

where N_(HVBatCells) is the number of battery cells in the tractionbattery 12, V_(HVBatCellOCV@HiSOC) is the traction battery individualcell open circuit voltage at a high (or target) SOC (e.g., a SOC around70% and an open circuit voltage at that SOC around 1.7 V),ΔV_(HVBatCellOCV@HiSOC) is the traction battery individual cell extravoltage rise when a low amount of charge current is passed through theindividual battery cell, V_(i) is the individual solar cell open circuitvoltage at a standard solar irradiance of 1000 W/m², and i can bewritten as follows

i=1,2, . . . ,k−1,k,k+1, . . . ,m−1,m,m+1, . . . ,n−1,n  (2)

(1) may be re-written as

$\begin{matrix}{n = \frac{V_{{HVBatOCV}@{HiSOC}} + {\Delta \; V_{{HVBatOCV}@{HiSOC}}}}{V_{i}}} & (3)\end{matrix}$

where V_(HVBatCellOCV@HiSOC) is the traction battery open circuitvoltage at a high (or target) SOC (e.g., a SOC around 70% and an opencircuit voltage at that SOC around 270 V-assuming that all of theindividual battery cells in the traction battery 12 are balanced and atthe same SOC), and ΔV_(HVBatCellOCV@HiSOC) is the traction battery extravoltage rise when a low amount of charge current is passed through thetraction battery 12. Any suitable relation and/or technique, however,may be used to determine the number, n, of cells 30 n (or any otherparameters herein).

Referring to FIG. 2, the solar panel array 22 includes n number ofindividual solar cells 30 n connected in series to achieve a highvoltage output. The output open circuit voltage of the solar panel array22 is given by

$\begin{matrix}{V_{s\_ ocv} = {\sum\limits_{i = 1}^{n}V_{i}}} & (4)\end{matrix}$

Assuming similar characteristics for each solar cell 30 n, (4) can bere-written as

$\begin{matrix}{V_{s\_ ocv} = {{\sum\limits_{i = 1}^{n}V_{i}} = {nV}_{i}}} & (5)\end{matrix}$

Substituting (3) into (5) results in

$\begin{matrix}{V_{s\_ ocv} = {{\sum\limits_{i = 1}^{n}V_{i}} = {{nV}_{i} = {V_{{HVBatOCV}@{HiSOC}} + {\Delta \; V_{{HVBatOCV}@{HiSOC}}}}}}} & (6)\end{matrix}$

The solar panel array 22, in the embodiment of FIG. 2, also includesSchotky bypass diodes, D₁, D₂, . . . , D_(p), that may be placed every ksolar cells to ensure that optimum power can be generated under, forexample, cell shading conditions. Hence, cells whose current drops as aresult of shading may be bypassed.

In order to achieve a desired maximum power output, P_(s) of the solarpanel array 22, the area of each of the individual solar cells 30 n maybe selected based on P_(s). That is, P_(s) of the solar panel array 22may be used to determine the short circuit current of the solar panelarray, I_(SC), and the short circuit current of the individual cells,I_(i). I_(i) may then be used to determine the area of each of theindividual solar cells 30 n as given by

$\begin{matrix}{I_{sc} = \frac{P_{s}}{V_{s\_ ocv} - {\Delta V}_{s\_ ocv}}} & (7)\end{matrix}$

where ΔV_(S) _(—) _(OCV) the voltage below which the current output ofthe solar panel array 22 is approximately constant or close to I_(SC).

Because the individual solar cells 30 n are connected in series, I_(SC)is the same as I_(i). Hence (7) can be re-written as follows for theindividual solar cells 30 n

$\begin{matrix}{I_{i} = {I_{sc} = {\frac{P_{s}}{V_{s\_ ocv} - {\Delta V}_{s\_ ocv}} = {\frac{P_{s}/n}{\left( {V_{s\_ ocv} - {\Delta V}_{s\_ ocv}} \right)/n} = \frac{P_{i}}{V_{i} = {\Delta \; V_{i}}}}}}} & (8)\end{matrix}$

By solving for V_(i) from (6) and substituting into (8), we find that

$\begin{matrix}{I_{i} = \frac{P_{i}}{\left( \frac{V_{{HVBatOCV}@{HiSOC}} + {\Delta \; V_{{HVBatOCV}@{HiSOC}}}}{n} \right) - {\Delta \; V_{i}}}} & (9)\end{matrix}$

(9) is the desired individual solar cell short circuit current which isessentially proportional to the area of the individual solar cells 30 n.(9) can therefore be used to determine the area of each of theindividual solar cells 30 n.

Referring to FIG. 3, the contactors 16 may include negative terminalmain contactor 32 (electrically connected with the negative terminal ofthe traction battery 12), positive terminal main contactor 34(electrically connected with the positive terminal of the tractionbattery 12), pre-charge contactor 36 (electrically connected between thepositive terminal of the traction battery 12 and the inverters 14), maincapacitor 38 (electrically connected across the positive and negativeterminals of the traction battery 12), and pre-charge resistor 40(electrically connected between the positive terminal of the tractionbattery 12 and the inverters 14). The contactors 32, 34, 36 are alsoelectrically connected with/under the control of the TBCM 18. Otherarrangements are, of course, also possible. The pre-charge contactor 36may instead, for example, be electrically connected between the negativeterminal of the traction battery 12 and the inverters 14, etc.

To electrically connect the traction battery 12 with the electricmachine 14, the TBCM 18 first closes the negative terminal maincontactor 32 and the pre-charge contactor 36 to charge the maincapacitor 38 through the pre-charge resistor 40. Once the main capacitor38 is charged, the TBCM 18 closes the positive terminal contactor 34 andopens the pre-charge contactor 36. As discussed above (and below), asignificant amount of energy may be required to close the contactors 32,34, 36.

The solar panel activation system 24, in the embodiment of FIG. 3, mayinclude positive terminal switch/contactor/relay 42 (electricallyconnected with the positive terminal of the traction battery 12),negative terminal switch/contactor/relay 44 (electrically connected withthe negative terminal of the traction battery 12), pre-chargeswitch/contactor/relay 46 (electrically connected with the positiveterminal of the traction battery 12 and the MPPT 26), capacitor 48,diode 50, and resistor 52 (electrically connected between the positiveterminal of the traction battery 12 and the pre-charge contactor 46).The relays 42, 44, 46 are also electrically connected with/under thecontrol of the SCC 28. The capacitor 48 is electrically connectedbetween the relays 42, 44 and therefore may be used for filtering noisespikes. The diode 50 is electrically connected such that current onlyflows from the solar panel array 22 to the traction battery 12.

The solar panel activation system 24, in other embodiments, may comprisea single switch. For example, one of the negative and positive terminalsof the traction battery 12 may always be connected with the solar panelarray 22. The other of the negative and positive terminals of thetraction battery 12 may be connected with the solar panel array 22 via aswitch. Other arrangements and configurations including additionalswitches, capacitors and/or diodes, and/or lacking capacitors and/ordiodes are also possible.

The relays 42, 44, 46 may be sized smaller than the contactors 32, 34,36 as they handle less current. For example, the relays 42, 44, 46 mayhandle current on the order of 0.035 A to 1 A (up to 5 A for example)whereas the contactors 32, 34, 36 may handle current on the order of 150A. As a result, approximately 10 mA to 25 mA of current (or 0.12 W to0.3 W of power (up to 1 W holding power for example)) may be needed toclose the relays 42, 44, 46 whereas 250 mA to 1 A (peak 10 A to 20 A) ofcurrent (or 3 W to 12 W (120 W to 240 W peak power)) may be needed toclose the contactors 32, 34, 36. Such a difference in energy consumptionmay be significant given that the solar panel array 22 may only collectenergy in the range of 5 W to 200 W.

To electrically connect the traction battery 12 with the solar panelarray 22 (based on driver and/or vehicle inputs), the SCC 28 may firstclose the relays 44, 46 to soft charge the capacitor 38 through theresistor 52. Once the capacitor 38 is charged, the SCC 28 may then closethe relay 42 and open the relay 44. To disconnect the traction battery12 with the solar panel array 22, the SCC 28 may open the relays 42, 44.Other configurations of the solar panel activation system 24 may, ofcourse, result in different strategies for electrically connecting thetraction battery 12 with the solar panel array 22.

While embodiments of the invention have been illustrated and described,it is not intended that these embodiments illustrate and describe allpossible forms of the invention. The words used in the specification arewords of description rather than limitation, and it is understood thatvarious changes may be made without departing from the spirit and scopeof the invention.

1. A vehicle comprising: an electric machine configured to generatemotive power for the vehicle; a traction battery having positive andnegative terminals, and configured to provide energy to the machine; asolar panel array; and a first switch having a maximum current carryingcapability less than 5 Amps electrically connected between the array andone of the positive and negative terminals of the battery.
 2. Thevehicle of claim 1 further comprising a second switch having a maximumcurrent carrying capability less than 5 Amps electrically connectedbetween the array and the other of the positive and negative terminalsof the battery.
 3. The vehicle of claim 2 further comprising a resistorand a third switch electrically connected to (i) one of the positive andnegative terminals of the traction battery and (ii) the array throughthe resistor.
 4. The vehicle of claim 2 further comprising a capacitorelectrically connected to the first and second switches.
 5. The vehicleof claim 2 further comprising a diode electrically connected between thearray and one of the first and second switches.
 6. The vehicle of claim1, wherein the array includes output terminals, further comprising acapacitor electrically connected to the output terminals.
 7. The vehicleof claim 1 further comprising a multiple power point trackerelectrically connected to the array.
 8. A vehicle comprising: anelectric machine configured to generate motive power for the vehicle; atraction battery configured to provide energy to the machine; a solarpanel array; and circuitry electrically connected with the battery andarray, and including at least one switch configured to close whenactivated by no more than 1 Watt maximum holding power to permit energyto flow from the array to the battery.
 9. The vehicle of claim 8 whereinthe circuitry further includes a second switch configured to close whenactivated by no more than 1 Watt maximum holding power to permit energyto flow from the array to the battery.
 10. The vehicle of claim 9wherein the circuitry further includes a resistor and a third switchelectrically connected to the battery and the array through theresistor.
 11. The vehicle of claim 9 wherein the circuitry furtherincludes a capacitor electrically connected to the first and secondswitches.
 12. The vehicle of claim 9 wherein the circuitry furtherincludes a diode electrically connected between the array and one of thefirst and second switches.
 13. The vehicle of claim 8, wherein the arrayincludes output terminals, further comprising a capacitor electricallyconnected to the output terminals.
 14. The vehicle of claim 8 furthercomprising a multiple power point tracker electrically connected to thearray.
 15. A power system for a vehicle comprising: a traction battery;an electric machine configured to convert electrical energy from thetraction battery to mechanical energy to move the vehicle; a pluralityof switches configured to electrically connect the battery and machinewhen closed; power source output terminals; and another plurality ofswitches configured to electrically connect the battery and outputterminals when closed.
 16. The system of claim 15 wherein at least oneof the another plurality of switches has a maximum current carryingcapability less than 5 Amps.
 17. The system of claim 15 wherein at leastone of the another plurality of switches is configured to close whenactivated by no more than 1 Watt maximum holding power.